The spring 2019 airshows are done with coverage appearing below. More articles will appear here and new short videos will follow on the ByDanJohnson YouTube channel.

Find a large and ever-growing library of LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s popular YouTube channel + view hundreds of our best videos archived here in a searchable format.

Thanks for your visit. We genuinely appreciate those of you who have become members!

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The spring 2019 airshows are done with coverage appearing below. More articles will appear here and new short videos will follow on the ByDanJohnson YouTube channel.
Find a large and ever-growing library of LSA and Sport Pilot kit videos featuring Dan on Videoman Dave’s popular YouTube channel + view hundreds of our best videos archived here in a searchable format.
Thanks for your visit. We genuinely appreciate those of you who have become members!

I regularly attend Aero Friedrichshafen every April certain I will see aircraft I’ve never seen before — but also because I will see upgrades to existing popular models. This year my informal award for the Most-Improved category goes to Tecnam and their P92 Echo, now in MkII form.

First, congratulations! — As I researched this story I discovered Tecnam had a blow-out year at Aero 2019. The company reported exceeding “all of its pre-show expectations with the sale of 51 aircraft covering Certified and Light categories.”

Tecnam also celebrated its 70th birthday at Aero where a large staff manned an enormous space featuring three new models: P92 Echo MkII, P2008JC MkII, and P2002JF that is now completing full IFR certification.

Success Story MkII

See the P92 MkII video or images for yourself but I think you will agree this is one gorgeous aircraft.

“After 27 years,” the company announced, “the Tecnam P92 comes back with a new version. P92 Echo MkII comes today with up-to-date technology, composite fuselage, glass avionics, and the same pleasant flying qualities …safe and easy to fly with beauty, inside and outside.”

As with its earlier models P92 uses metal wings and a metal stabilator. Tecnam engineers stuck with metal wings and stabilator structures “for strength, reliability, and the ability to flex in flight, thereby ensuring a more comfortable ride.” However, “to produce the desired increase in cabin width and greater aerodynamic efficiency [we] chose to construct Mk2’s fuselage with carbon fiber.”

They elaborated that they chose both materials —making this a true composite — for the optimization of aerodynamic qualities, flight characteristic, and reliability. “This addition enabled [us] to make construction decisions based on optimum design and structural integrity rather than purely the cost of production.”

P92 Echo MkII’s interior has also been completely redone. “Doors are lined with automotive-type door seals, seats that give full support with excellent leg room, side map pockets as well as pockets in the back of the seats combine to make the MkII a very comfortable aircraft.”

Looks Terrific — Still Flies Great

How is P92 still worth your investigation even while Tecnam has a whole fleet of desirable aircraft? As the specs below show, it cruises near the top of the allowed range. P92 MkII has a low stall speed (39 knots) “with excellent response at all speeds.”

Tecnam has long boasted “uncompromising build quality” and P92 MkII has been built to meet requirements for Europe’s CS/VLA standards for aircraft certified to this category. Tecnam offers models meeting the European ultralight category (different than the U.S. interpretation of that term), LSA ASTM standards, and Part 23 fully certified aircraft. They make models using twin Rotax power and an 11-seat regional aircraft (seen briefly in the video alongside the P92 MkII).

Inside P92 MkII, “the cabin offers newly designed seats and seat rails which are easily operated and adjustable fore and aft via a single handle with a reinforced area between the rails to make cabin access even easier.” The company continued, “A roomy baggage compartment with internal access accommodates voluminous items. A comfortable armrest and USB charger round out the luxurious interior.”

A generously sized instrument panel provides plenty of room for digital screen avionics although a base model is available with simple analog instruments. The model you see in the images and video represent the “Glass Package” featuring avionics from Garmin and their wonderful touchscreen G3X

Here are a few specifications on the renewed P92 Echo MkII when built as a Light-Sport Aircraft. Get more directly from Tecnam:

I regularly attend Aero Friedrichshafen every April certain I will see aircraft I’ve never seen before — but also because I will see upgrades to existing popular models. This year my informal award for the Most-Improved category goes to Tecnam and their P92 Echo, now in MkII form.
First, congratulations! — As I researched this story I discovered Tecnam had a blow-out year at Aero 2019. The company reported exceeding “all of its pre-show expectations with the sale of 51 aircraft covering Certified and Light categories.”
Tecnam also celebrated its 70th birthday at Aero where a large staff manned an enormous space featuring three new models: P92 Echo MkII, P2008JC MkII, and P2002JF that is now completing full IFR certification.
Success Story MkII
See the P92 MkII video or images for yourself but I think you will agree this is one gorgeous aircraft.
You can find several of our reports about P92 in its many forms via this link.

One of the controversies surrounding Light-Sport Aircraft has to do with that first word: “light.” Early on, one aircraft importer lobbied to remove the word as it was negatively viewed, he believed. Article updated (5/17/19) with newly released video with Sunrise Aviation owner, Mike Church (see below).

Indeed, outside of the LSA world, many pilots I’ve spoken to believe these aircraft are too lightly built to hold up in flight training, one of the most demanding of all flight activities. “Yes, an experienced pilot may love a LSA,” they may concede, “but these aircraft cannot hold up to regular flight instruction duty.” Enthusiasts may be biased but what would an actual flight school operator say?

To get it straight from the horse’s mouth, I inquired of Sunrise Aviation. This substantial flight school has for more than 40 years operated out of the very busy John Wayne airport in Orange County, California. They previously relied on Cessnas for primary flight instruction and hesitantly entered the LSA space with a single Evektor SportStar. How do they feel now, ten years later?

Flight School Owner

Sunrise was founded and is personally supervised by Michael Church, a national flight training authority, honored by the FAA as Safety Counselor of the Year and recognized as a Master Flight Instructor and Master Aerobatic Flight Instructor. Church has logged more than 11,000 hours of flight instruction given. What does he have to say about his experience with LSA?

photo by Stephen Trerotola

“It was obvious that LSA was going to potentially revolutionize flight training by reducing expense.” Mike acquired his first Evektor in 2009, only five years after LSA burst on the aviation scene. Sunrise trains to all levels, even including aerobatics, so pilots that start in LSA may transition later.

Mike wondered how Sunrise students would proceed after primary training in LSA and afterward moving to larger aircraft. “SportStar is perfect. It is a great training vehicle and the transition to larger aircraft seems to be very straightforward.”

Mike amplified, “Flight instructors like it because it is really a great training airplane. The best trainers are light, small, maneuverable, frisky. The quicker the airplane makes the student aware of a problem, the quicker the student will recognize a maneuver that didn’t look right, the easier it is to get the student involved with fixing the problem. From the flight instructor’s view, it simply makes the job easier.”

Experience — Then and Now

Any owner can get jazzed about an airplane he or she recently bought. The excitement of a new purchase can overwhelm the pragmatic aspects of longer-term ownership. Here are Mike Church’s thoughts six years ago, in 2013. Later on, we’ll update his perceptions.

photo by Stephen Trerotola

“Cost of operation has proven to be the single biggest value.” That was very important to this businessman. He specified fuel use was so much lower than what his schools was used to with Cessna 150s and 172s. Since 1978 avgas has only gotten more expensive. Lower fuel cost seems obvious, perhaps, yet endurance of the airframe is one of the problems regular GA pilots note.

“Apparently the low inertia and light weight means they don’t break very much,” Mike observed. In just four years, he reported reaching engine overhaul in two airplanes, logging more than 2,000 hours in each. “We had very few problems.” Way back then, Mike felt, “This is the training airplane to which Sunrise is now committed.”

So he liked Evektor. What about the Rotax engine those models use?

photo by Stephen Trerotola

Mike noted that his earlier aircraft went through four overhauls of their Lycoming engines. He became very confident with them. In 2013, Sunrise was still acquiring time with Rotax and Mike considered the trial ongoing but added, “to date, the Rotax engines have been remarkably trouble free.”

And now? In the six years since, he has become an even bigger advocate of Rotax powerplants. By January of 2019, he reported, “We now have a fleet of five Evektor [both SportStar and Harmony models], and we have accumulated more than 18,000 hours of experience on the airframes and engines.”

“I can say now with great assurance that the Rotax has proved to be a remarkable piece of machinery. Low cost of operation. Low cost of maintenance. I’m a fan!”

Moving from Rotax to other engines means students must learn some new tasks, such as operating mixture control, but he concluded, “This is relatively simple [training] stuff to teach.”

How about Mechanics?

A flight school owner might be expected to be positive about purchase he made. What happens when Sunrise mechanics are asked about their views of Evektor airframes and Rotax powerplants?

Sunrise mechanic Matt Wilderman is an A&P with Inspection Authorization. He relates experience since 2009.

“I’ve never worked with an airplane that demanded so little maintenance. It’s mostly been tires and brakes. We’ve had no major airframe issues and very minor engine issues.” He enthusiastically added, “If you keep on top of them, they’ve been fantastically reliable, more so than any other airplane I’ve worked on.”

How does Matt feel about Rotax? “They’ve also been fantastic. I’ve never worked with a better aircraft engine.” To clarify, Matt added, “We change the spark plugs, the oil, and the filters every 50 hours. Even running avgas we’ve had no problems with leading that some people have reported. In 2,000 hours we replaced one small spring on the sprague clutch; that’s it.”

“We’ve had no lubrication issues, no ignition issues. I had questions at first, but despite hard use by students, the engines have held up exceptionally well. Most squawks that I’ve received have been indicators; it always seems to be the sensor but today even those problems appear to be resolved.”

“The airframes are so light that you don’t see a lot of wear,” Matt continued, and in so saying he turns the “light” problem upside down to become a positive. “They just haven’t been breaking. I have nothing but praise for the whole LSA program.”

What Do Instructors Think?

Instructor don’t own the equipment nor must they repair it. Here’s a sampling of what various Sunrise instructors say.

“SportStar is excellent for training. It has nice control responses.”

photo by Stephen Trerotola

“My students love flying this [Evektor]. It’s so easy to fly.” They relate the students are comfortable in the airplane.

“Visibility absolutely unrestricted” and their students like that. “The view is amazing.”

“The climb performance that Evektor provides us is incredible.”

Evektor has proven very cost effective. “You only spend about twenty bucks on fuel,” said another CFI, referring to the cost of providing a flight lesson.

When a Master CFI and owner/operator of a Part 141 flight school talks this way after a decade of experience, it would seem to carry more heft than your average Private Pilot. After building 18,000 hours of total time on a fleet of five Evektor LSA over 10 years experience, Sunrise Aviation remains committed to Evektor Light-Sport Aircraft for primary flight training.

Added 5/17/19 — Listen to Sunrise Aviation owner, Mike Church tell you in his own words about his experience with Light-Sport Aircraft as training aircraft in his busy flight school.

One of the controversies surrounding Light-Sport Aircraft has to do with that first word: “light.” Early on, one aircraft importer lobbied to remove the word as it was negatively viewed, he believed. Article updated (5/17/19) with newly released video with Sunrise Aviation owner, Mike Church (see below).
Indeed, outside of the LSA world, many pilots I’ve spoken to believe these aircraft are too lightly built to hold up in flight training, one of the most demanding of all flight activities. “Yes, an experienced pilot may love a LSA,” they may concede, “but these aircraft cannot hold up to regular flight instruction duty.” Enthusiasts may be biased but what would an actual flight school operator say?
To get it straight from the horse’s mouth, I inquired of Sunrise Aviation. This substantial flight school has for more than 40 years operated out of the very busy John Wayne airport in Orange County, California.

Could 2020 bring a new description of aircraft under the LSA banner? Could this include greater capabilities and opportunities? Could you get the airplane you want for less? When?! Yes, yes, and yes …but probably not as soon as you want. The regulation may not emerge in 2020 but whatever the announcement date, what could be coming and how will it affect you?

We still have more to report from Sun ‘n Fun and Aero 2019 — and we will! — but numerous conversations at each event have pointed to another topic of keen interest to many: “What’s coming and when?”

Manufacturers of aircraft are among the most interested to hear more, but so are individual pilots and all the organizations and other enterprises that serve the recreational aircraft market. In this article, let’s take a closer look. (More articles will follow.)

Arion‘s Lightning XS, powered by Continental’s 180-horsepower Titan engine, is a huge performer with fixed landing gear. This is a kit, although Arion also makes a ready-to-fly Special LSA version called LS-1.

EAA has adeptly branded their good work to some of these ends as MOSAIC, or Modernization of Special Airworthiness Certificates. The spelled-out name is rather dull but MOSAIC is savvy as you can remember it and say it quickly.

Each organization’s work has value and may converge into what FAA finally offers.

Builder Assist Centers

Nearly everyone in recreational aviation is by now well aware that the country is dotted with enterprises calling themselves a Builder Assist Center. This was not always the case.

Sweden’s Blackwing is a retractable two seater with in-flight adjustable propeller. These qualities require a kit-built aircraft in America today. Blackwing is also available with fixed gear that could (but does not yet) qualify as an SLSA.

In short, a Build Center means a buyer of a kit aircraft can find assistance, tools, a facility, jigs, and more at a physical location where they can assemble their chosen kit. Build Centers have proliferated in recent years and a brief background explains why.

Back in the 1950s Paul Poberezny and his entourage of airplane enthusiasts willing to build their own flying machine had a tougher path. Homebuilding was a new idea then. In the earliest days you bought plans from a designer and you “scratch built” your airplane by collecting elements and fabricated those you could not buy.

Scratch building was difficult and took a long time but it was highly educational. Indeed, that’s how Paul and EAA sold the idea to FAA. (Great job, Paul and fellow builders!)

Rans offers their S-21 Outbound in either tricycle gear as shown or in taildragger with a choice of powerplants. You can buy this aircraft assembled or in kit form.

Companies like Van’s, Rans, and many others slowly evolved the plans-built concept into kits that attempted to speed construction by offering parts, then whole subassemblies, and later, quick-build kits. It took years as FAA and industry worked out the details. Those kits continually got better, more recently including precision match-hole construction that provides parts a builder can more accurately join together without costly jigs. Homebuilding was still time consuming but the process got far easier. Finished aircraft also got better with factory-made parts fitting more perfectly than ones a homebuilder cut or welded him or herself.

Over decades this lead to locations where now-qualified builders helped other builders. Finally, people got into the business of helping people. This may not have been exactly what FAA (or Paul) envisioned back in the ’50s and ’60s but they allowed a great expansion of the idea as part of the experimentation and education of pilot builders.

Today, Experimental aircraft are a substantial part of the overall U.S. aircraft fleet (approaching 20% of all aircraft!). Some are marvelous, fast, sophisticated flying machines that Joe Homebuilder probably should not build on his or her own. FAA recognized the value of professional help and did not discourage the effort.

Blackshape‘s Prime is another aggressive tandem seating European hot rod with retractable gear. In the USA today it would have to be assembled from a kit.

As aircraft got more capable (faster, larger, better equipped, more complex) build centers become even more valuable. Some kits were so challenging for the average builder that professionals began to assist them. It took time but these build centers stayed within the limits of what FAA permitted under the so-called 51% rule.

Now, with a new regulation in development, the agency may expand on the Professional Builder Center concept greatly.* A pilot seeking any number of fast, bush, or amphibious aircraft — commonly in kit form to deliver a vast array of configurations — will have a far easier time assembling it and the resulting aircraft will almost surely be better.

Then What?

Once you’ve got one of these speedy aircraft built, how can you learn to fly it or transition from a different aircraft you presently fly? Can you hire someone?

Build centers can help individuals achieve highly finished looks like this new Bristell with its handsome flush-mounted avionics.

Yes, you can. This article details another positive change FAA has made to better serve the LSA and Sport Pilot kit community. As this series — “The Future of LSA+SP Kits” — progresses we’ll cover other aspects of the regulation to come and how it may affect both producers and buyers.

However, implementation of a new rule is still years in the future. Until then, you have many marvelous choices in fine fully-built LSA, kit aircraft, and ultralights …so go enjoy the skies!

* DISCLAIMER — As with following articles in this series, what is described here is the best available information at the time of publication. In spring of 2019, FAA’s regulation is still in early stages of development and it is a huge, sweeping rule set that touches on many parts of the FARs. What finally emerges may or may not be as described here.

Could 2020 bring a new description of aircraft under the LSA banner? Could this include greater capabilities and opportunities? Could you get the airplane you want for less? When?! Yes, yes, and yes …but probably not as soon as you want. The regulation may not emerge in 2020 but whatever the announcement date, what could be coming and how will it affect you?
We still have more to report from Sun ‘n Fun and Aero 2019 — and we will! — but numerous conversations at each event have pointed to another topic of keen interest to many: “What’s coming and when?”
Manufacturers of aircraft are among the most interested to hear more, but so are individual pilots and all the organizations and other enterprises that serve the recreational aircraft market. In this article, let’s take a closer look. (More articles will follow.)
EAA has adeptly branded their good work to some of these ends as MOSAIC, or Modernization of Special Airworthiness Certificates.

After the rush of daily reporting from Sun ‘n Fun 2019 and Aero Friedrichshafen 2019 and after a short break following these wonderful, if intensely busy, shows — it’s slightly past due to wish this website a Happy 15th Anniversary!

From a handful of readers back in 2004 — when the World Wide Web was a mere nine years old — today this website reaches a global audience that draws more than 60,000 monthly viewers.

ByDanJohnson.com launched April 1st, 2004. This seemed clairvoyant when later that year, the long-awaited Light-Sport Aircraft / Sport Pilot regulation was released (in September of 2004).

In that decade and a half, the LSA or LSA-like fleet around the world has swelled to more than 66,000 aircraft (see our chart) and this website communicates to nearly all of them sometime during every month. Viewed globally, this remains aviation’s fastest-growing sector and we try to cover it all.

When FAA announced the soon-to-be-released LSA / SP rule at Oshkosh 2004, FAA Administrator Marion Blakey went for a flight in a Quicksilver in the Ultralight Area. This was our very first news story and we’ve not slowed since.

LSA industry development has been agile and flexible. Early teething problems were solved such that today regulators are satisfied and the safety record is good. The customer is served a wide range of choices and service is generally good. Family businesses are common among vendors.

The whole experiment has worked so well that the new Part 23 certified aircraft regulation will be modeled significantly after the LSA experience, industry standards and all.

Front-Row View

It has been a great performance and I’ve gotten to observe from the best seat in the house. Between writing and video, the output approaches 200 stories a year. I sincerely thank each and every one of you for your visits, for your loyal support of our reporting in news and video, but mainly for pursuing your interest in flying and affordable aircraft. The latter is our entire focus.

We could not publish this website without the talented folks who design, manufacture, and distribute their fine aircraft or flying gear. Please thank those whose advertisements appear on either side of this news because their support is essential. We are deeply grateful for many individual members but advertising is what pays most of our bills, just as it does for tech behemoths like Google and Facebook. It’s the way of the Web. All our content is free to all viewers; all we ask is your email for features like PlaneFinder 2.0.

ByDanJohnson.com does not cover certified aircraft, commercial aviation, helicopters, airships, or space travel …although I find all those categories interesting. The good news for those segments is you have many great outlets, online or in print, that cover those activities in great detail. I’m happy we have them and I wish them the best. I know most of the journalists in this space and am humbled to be one of them.

I have focused this website like a laser beam on three categories: Light-Sport Aircraft, Sport Pilot kits, and Ultralights — and we will maintain our tight attention on those aircraft and them alone. We hope (and believe) you like it that way.

Then Came Video

In 2008, Dave Loveman approached me about working with him to do video. He’d made the jump from selling a video magazine to YouTube and because he was early with that — as this website was with embracing the Web — his Ultralight News channel has risen to more than 50,000 subscribers. Search for any light aircraft and Dave’s YouTube channel is likely to be the first entry on Google.

Apple leader Steve Jobs said, “It’s all about the music” when introducing the iPod. My variation for this website is, “It’s all about the airplanes!”

Over these 11 years, I have performed more than 600 video interviews for Dave’s channel. We’ve talked to nearly everyone in the business, many more than once, some several times. A few years later we started doing Video Pilot Reports (VPRs) and we have a growing library of in-flight reviews.

Most recently, I’ve established the ByDanJohnson YouTube channel where mini-videos (2-3 minutes) can be found. These don’t offer the full production of Ultralight News but do offer my own walk-around view of airplanes we examine at shows.

My often-repeated line is… “I love what I do and I hope it shows.” Based on many kind words I receive at shows, the written and video work must fill a need and I’m deeply honored to play my role.

After the rush of daily reporting from Sun ‘n Fun 2019 and Aero Friedrichshafen 2019 and after a short break following these wonderful, if intensely busy, shows — it’s slightly past due to wish this website a Happy 15th Anniversary!
From a handful of readers back in 2004 — when the World Wide Web was a mere nine years old — today this website reaches a global audience that draws more than 60,000 monthly viewers.
ByDanJohnson.com launched April 1st, 2004. This seemed clairvoyant when later that year, the long-awaited Light-Sport Aircraft / Sport Pilot regulation was released (in September of 2004).
In that decade and a half, the LSA or LSA-like fleet around the world has swelled to more than 66,000 aircraft (see our chart) and this website communicates to nearly all of them sometime during every month. Viewed globally, this remains aviation’s fastest-growing sector and we try to cover it all.

Aero Friedrichshafen is over. At the beginning, show organizers said it was their biggest yet, measured by the number of exhibitors. Aero trails AirVenture Oshkosh in this measurement but only slightly. In other words, it’s big …big enough that it’s hard to see everything of interest.

In the past days, I’ve covered 16 aircraft that I found interesting and I had to skip many others. I simply did not have the hours needed to visit every exhibitor to hear their story, even if it might be a great one. The show is that rich a target environment for a journalist covering Light-Sport Aircraft, Sport Pilot kits, and ultralights.

So Many Airplanes,
Not Enough Hours…

ScaleWings SW51 — When I reported this aircraft in 2018, the “Walter Mitty story” went on to become one of the most popular articles of the year on this website. On social media promotions it also attracted more attention than any other aircraft that year. A year later enthusiasm is still hot. Throngs around the aircraft at Aero reinforced that view. North American’s P-51 and its distinctive shape has perhaps inspired more pilots than any other aircraft in history. Therefore, ScaleWings‘ intricately-detailed execution of a 70% scale replica of the iconic airplane draws admiring looks that few others can hope to match.

However, can they really manufacture this artistic work? Last year, I admit I wondered if the company would actually pull off the move to production. Originally known as the FK-51 because it was to be produced by FK Lightplanes’ Poland facility, production ran into trouble. The Poland FK factory had various problems unrelated to this one design. Last year that older relationship was causing doubts about their sustained operation. The two went their separate ways.

In the last year, ScaleWings has made many changes, upgraded its staff, added test equipment, and brought in a top production man with a background in general aviation, according to front man, Christian von Kessel. Testing has continued using an impressive “strong back,” a steel cage-type apparatus built to exert loads on an airframe to prove components and construction methods. The ScaleWings version of this is the most sophisticated I’ve seen. Work remains but this company is looking solid. Given the keen response to the airplane, if ScaleWings can enter steady production, they might sell all they can make.

Blackwing 600RG — Sweden’s success story in light aviation could be summed up in one company’s name: Blackwing. Since it first debuted at Aero 2015 the sleek design from the Scandinavian company has drawn many admiring looks. Blackwing exhibits their retractable gear model (600RG) because regulations in most European countries have no speed limit and no ban on retractable gear when operating as European-type ultralights. Therefore many companies in the LSA-like space push speed as a primary selling tool and retractable models are part of this. Displaying his aircraft with gear retracted (photo) Blackwing Sweden Founder and CEO Niklas Anderberg presents his slippery aircraft in its best go-fast look.

Current FAA regulations forbid retractable gear except on seaplanes as part of the overall goal to keep these aircraft easier to operate. The original mantra was “simple aircraft in simple airspace.” FAA could not know that the new LSA sector would become a worldwide phenomenon that would circle back to help simplify Part 23 (CS-23) certification methods.

As reported here several times LAMA has informed industry that significant changes are coming. Beside key regulation changes proposed by LAMA, champions like EAA have fought to expand the professional build-assist center concept. FAA has adjusted its oversight of this effort to support the idea and more accommodating rules are coming. Updated regulations can help companies like Blackwing sell aircraft that exceed the LSA speed limit until we see if FAA will expand the Light-Sport Aircraft category to permit higher speeds. Until then, as interest may express itself, Blackwing also offers a fixed gear version that could enter the U.S. market sooner.

JMB Aircraft Update — “JMB Aircraft is run by two Belgium brothers,” stated the company. “JMB Aircraft is the production company of the VL3, a plane designed by Vanessa Air and produced in the past by Aveko.” Americans may already know this airplane although not from JMB and not called VL3. This is the Gobosh model once rebadged and sold in the USA with fixed gear and winglets. Back in 2007, Jean Marie and his brother represented Aveko models and became responsible for 85% of the producer’s sales (outside the U.S). In 2012 they acquired Aveko and by 2015 had taken over production.

In recent years, JMB has done well. At their company party at Aero on Friday, Jean Marie gave a short talk where he provided some company data. “We bought the company seven years ago and we now employ 100 people in the Czech Republic. With dealers and other staff, JMB now is served by 150 people. Together they have built, sold, and delivered 320 VL3 aircraft, primarily in Europe with a few in other countries (two are in the USA registered under the Aveko brand). In 2018, JMB built 50 aircraft and Jean Marie said they were planning on 5.5 per month for 2019, or 66 aircraft. By any reasonable measure this is a good performance.

JMB does offer a fixed gear model but their website specifies, “Only for flight schools.” As with Blackwing, since this Belgium-based company sells primarily in Europe where fast retractable are allowed, why would company leaders like Jean Marie want to show a slower model? JMB said VL3 Evolution can hit 160 knots with the Rotax 914 engine. They are seeking the right partner for America. Find our more about JMB Aircraft here.

Fly Synthesis Synchro & Catalina — Fly Synthesis catches my eye every year at Aero. Causing that response is always their sharply raked Synchro that makes an art of looking fast while sitting still. Joining the speedy-looking aircraft was an entry fresh to my eyes. The Catalina NG presents a different view of amphibious LSA-style seaplanes. Despite having a flock of airplanes the brand is unknown in the USA, which reveals another way to show the size of the LSA-like market around the world. Fly Synthesis reports delivering more than 2,000 aircraft, none of which are in the USA.

The company stated, “The vast experience accumulated on composite materials in years of activity [in aviation] has allowed us to explore other fields, such as renewable energy (wind power), automotive, and nautical.” They also do “research and development, design and prototyping in collaboration with other companies in fields not strictly related to aviation.”

Despite their diversification, the Italian company offers quite a full line of aircraft beside the Synchro that always catches my eye. Indeed, Fly Synthesis offers: a high wing, Synchro; low wing, Texan; European ultralight-style, Storch; an open cockpit Rotax 582-powered ultralight, Wallaby; and a rather unique approach to seaplanes, Catalina. All these are in production now. Discontinued is the single seat ultralight, Kangaroo.

The stories from Aero — and more from Sun ‘n Fun — will continue for a while longer. Selected aircraft may be featured in additional articles with more specific info to that airplane.

As soon I return home and as the travel schedule settles, I’ll work on a few short (≈ 2 min.) videos to follow.

Thanks for following our Sun ‘n Fun and Aero Friedrichshafen show coverage! —DJ

Aero Friedrichshafen is over. At the beginning, show organizers said it was their biggest yet, measured by the number of exhibitors. Aero trails AirVenture Oshkosh in this measurement but only slightly. In other words, it’s big …big enough that it’s hard to see everything of interest.
In the past days, I’ve covered 16 aircraft that I found interesting and I had to skip many others. I simply did not have the hours needed to visit every exhibitor to hear their story, even if it might be a great one. The show is that rich a target environment for a journalist covering Light-Sport Aircraft, Sport Pilot kits, and ultralights.
So Many Airplanes,
Not Enough Hours…
ScaleWings SW51 — When I reported this aircraft in 2018, the “Walter Mitty story” went on to become one of the most popular articles of the year on this website. On social media promotions it also attracted more attention than any other aircraft that year.

More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at Aero Friedrichshafen 2019.

Most agree that batteries are the weak link in the chain and despite repeated promises of annual increases in energy density of 5-8%, it hasn’t happened over ten years I’ve followed this fairly closely. That does not preclude certain effective uses, for example, local area primary flight training or aerobatic flying. Yet flying cross country on batteries remains somewhere in the future. Nonetheless, projects abound and solutions may be upon us. Here’s what I saw today.

Hybrid Power from Tecnam, Rotax, and Siemens — I had no choice but to drop big names because these three powerhouses are joining forces on a hybrid system. This method, while requiring more hardware, offers cross country potential. A website describing this effort is based on its simple, if somewhat confusing abbreviation: H3PS.

Beside taking the lead in this investigation, funded by the “European Union Horizon 2020 research and innovation programme,” Tecnam will provide a four seat P2010 aircraft, substituting the certified 180-horsepower Lycoming with a combination of 141-horsepower Rotax 915iS mated to a Siemens electric motor driving a common shaft.

This innovative, if somewhat more complicated approach, is intended for a specific mission. The pilot will take off with the electric motor doing what it does so well, providing a powerful torque to help lift the plane into the air. At cruise, the Rotax 915 will do the duty. Another innovation is that no generator is involved. H3PS officials said, “A high power generator is not needed; the e-motor itself works as a generator when requested” to recharge the batteries. “Batteries are not capable to ensure a long range/endurance flight. A hybrid-electric system is the only way to achieve short/mid terms results,” the consortium noted.

Comco Ikarus Electric Hybrid — The largest seller of light aircraft in Germany is Comco Ikarus of C42 fame. This powerhouse of light aviation is now working with Toni Roth, a veteran supplier of electric power systems for very light aircraft.

The big difference in this development compared to the H3PS project is that Toni flew the Comco Ikarus C-42 CS Elektro from his base near the factory to Aero. This hybrid is operating now. Technical information about the system was sparse on Toni’s website, however, a German-language video (below) shows the aircraft operated essentially the same as its fossil fuel-powered counterparts.

When I spoke with Toni at the show. I recalled this man has has long experience with light trikes and hang glider propulsion systems based on electric power. He has gained valuable experience with these efforts and the results appear on his Comco C42C.

As an example of his state of development, the installation featured a cooling system but also a source of passenger comfort. A collar around the electric motor (white “doughnut” surrounding the motor) removes heat from the motor and channels it to the cabin. In the aft compartment, we saw a tidy installation of electric motor, generator, and a petrol fuel tank holding about 15 gallons.

Horten Wing Battery Capacity — Horten Wing‘s Chief Engineer Hans Heinen called it “paradoxical” regarding weight in the wings not affecting loading as you’d think about added mass (the same is true of wing tip avgas fuel tanks). Wing-borne weight simply is not like pounds added to the cabin of a conventional aircraft.

You may have already jumped to the point about those wings being exactly where the Horton aircraft can carry racks of batteries, perhaps enough to go some distance. The downside of batteries is their capital cost and a known limit to the number of cycles or recharges. The upsides are several: very low fuel cost, lower noise and vibration, high efficiency, far less maintenance, green appeal, and more.

Engineer Hans and CEO Bernhard Mattlener observed that an original plan was for the Horton HX-2 to be electric powered. While early development continues, a gasoline engine is presently doing the work but the design lends itself to electrification. Given the state of battery energy density, having the aircraft be very low drag greatly aids the eventual goal.

Bristell Energic H55 — One of the most successful startups of the last decade is BRM Aero, designer and producer of the sophisticated and smooth Bristell, available in tricycle gear, taildragger, and retractable. Their U.S. distributor Bristell USA had a strong year in 2018 and is planning for an increase in 2019. No question that this a sleek design, highly refined over its years in the game.

The company is now taking their smooth aircraft and powering it with an electric motor. They call the project B23 H55 Energic. The motor can deliver 90 kW (122 horsepower) for takeoff at 900 fpm and 65 kW (88 horsepower) for continuous cruise power at 125 mph. Onboard batteries can deliver one hour of endurance with a 20-minute reserve. Fully recharging will take only about 30 minutes. BRM estimates the cost of operation at $7/hour, less than the cost of one gallon of fuel at current European prices for avgas.

To repeat, this is far from a complete list of electric projects. Indeed, all of Hall A-7 at Aero Friedrichshafen was electric, with the giant Siemens company hosting a particularly large display. With multi-billion-euro companies like this involved — along with other giants of aviation and technology — it is clear that electric propulsion is on its way. How soon? What range is possible? What is the full cost …and saving? These and more questions remain to be answered but the technology is getting closer with every Aero. Look for more reporting on this at next Aero Friedrichshafen and in the months between.

More from Aero as Day 3 closes. Because of the number on display — and because several readers asked — this post will focus on electric propulsion in two distinct forms. Whatever you think about electric as a means of lifting aircraft aloft, escaping its approach appears impossible. Experimentation is happening in all quarters. The following review is far from exhaustive; many other examples could be found at Aero Friedrichshafen 2019.
Most agree that batteries are the weak link in the chain and despite repeated promises of annual increases in energy density of 5-8%, it hasn’t happened over ten years I’ve followed this fairly closely. That does not preclude certain effective uses, for example, local area primary flight training or aerobatic flying. Yet flying cross country on batteries remains somewhere in the future. Nonetheless, projects abound and solutions may be upon us. Here’s what I saw today.
Hybrid Power from Tecnam, Rotax, and Siemens — I had no choice but to drop big names because these three powerhouses are joining forces on a hybrid system.

Aero Friedrichshafen continues, delivering a broad preview of new aircraft projects plus a glimpse into light aviation in Europe. New ideas run from the fascinating to the futuristic. Some will never make it market but they can contribute ideas to be used on other designs, enhancing overall progress. How does Europe do so much of this? Government funding often comes up in discussions with developers; this is extremely rare in the USA.

Attending more than 20 Aeros, I’ve found new ideas every time. Indeed, I usually run out of time before I can get to hear every story. Aero never fails to deliver.

Tecnam P92 Mk II — Speaking of progress never stopping, how about Italian juggernaut, Tecnam? Their large space included their sweeping flock of high wing and low wing sport planes, certified four seaters, military projects, their popular Twin multiengine four seater; the company even showed their 11-seat Traveller regional airliner. As if all that wasn’t enough, Tecnam is a lead in “H3PS,” a hybrid electric propulsion project that includes Rotax and Siemens.

Tecnam engineers also managed to find time to introduce another Mk II project, this time for their best seller, the much-enjoyed P92 series — it has had various suffixes added as the model changed. Now, P92 has gone through a fuller redesign. Other recent upgrades include the Sierra Mk II and the P2008 Mk II Premium Edition.

P92 Mk II may be their most beautiful yet. It reveals sculpted composite fuselage lines that resemble fine Italian automobile bodywork. It is amazing for me to watch this model — more than 2,500 of which (this single model!) are flying — transform into an attractive aircraft. The interior treatment complemented the exterior shapeliness. “P92 Echo, after 27 years and many different versions, now comes with a carbon fiber fuselage, coupling retro style and modern technology,” said Tecnam. Of course, P92 has always been a great flyer and has an attractive price from the largest producer in the segment. That sounds like a sure bet.

Magnaghi SkyArrow — The big news for SkyArrow was winning full approval under the EASA CS-LSA standards. In case you’re not up on your letter abbreviations, this is the European Aviation Safety Agency Certification Specification for Light-Sport Aircraft. That mouthful explains the letters. Yet gaining EASA’s blessing means Magnaghi‘s SkyArrow can add another plaque on its corporate wall. SkyArrow was already a U.S. LSA and it had a Part 23 certificate. One thing is sure: SkyArrow is a well-proven aircraft.

Government approval is great and undoubtedly opens some doors but I recall this design for its wonderful flying qualities and certification certainly did not change that. From my first flight many years ago, I have experienced SkyArrow’s excellent and forgiving flight qualities while also loving the huge visibility from the front seat.

One more thing on SkyArrow. The aircraft was one of the first in the sector to offer hand controls allowing pilots with no use of their legs to be able to fly. Even more, Magnaghi’s Valentina Sodano told me the company provides the hand control hardware free of charge to disabled individuals. Especially since the hand control system is so neatly integrated into SkyArrow’s highly-organized cockpit, this gesture is appreciated by many that organizations like Able Flight have assisted. Valentina and I also took a moment to remember Jon Hansen, who recently passed. He was essential in promoting the SkyArrow and supporting Able Flight in its worthy mission to help disabled pilots learn to fly.

JH Aircraft Corsair — In Aero 2016, I was most intrigued in a project built for the German 120-Kilogram Class project (very similar to a U.S. Part 103 ultralight). This was Corsair by Jörg Hollmann, namesake of JH Aircraft.

JH Aircraft‘s super light design resembles a Chance-Vought F4U Corsair military fighter with its highly distinctive inverted gull wing design …except this one is for fun, not for fighting wars.

In 2016, this creation was a collection of bare bones made of carbon fiber tubes, a very rare main structure but one helping achieve remarkable lightness for such a recognizable design. By 2018 it was fully done and ready for flight. Now in 2019, Corsair made numerous flight and boasted its first customer deliver (blue aircraft pictured nearby). U.S. representative Sportair USA has sold several, Jörg told me. The first should arrive in the USA by fall 2019.

CSA Delta Cruiser — You know SportCruiser, one of the success stories among all Light-Sport Aircraft. While a major claim to fame was getting Piper Aircraft to represent the design as PiperSport, the truth is all of Piper’s sales amounted to only about 10% of total production to date. The design stands on its own merits.

However, Czech Sport Aircraft never brought the Parrot to market (despite displaying it Aero a few years back) so the company has been a one-product show …until now. At Aero 2019, I checked out their Delta Cruiser, a clean and simple high wing aircraft atop amphibious floats. I’d been encouraged to come find the new offering by Josh Scheid, sales and marketing manager for Cruiser Aircraft, the U.S. marketing arm.

You can measure the appeal of water flying when you see that people are actively promoting this kind of flying in countries where very little of it is allowed. Almost no lakes in Germany allow seaplane operations. Reportedly France has only two lakes in the entire country that allow seaplane ops. However, America offers an abundance of landable waterways so I see why Josh was excited about the new entry.

As Aero Friedrichshafen rolls on for two more days, so will our updates. Click or tap back tomorrow!

Aero Friedrichshafen continues, delivering a broad preview of new aircraft projects plus a glimpse into light aviation in Europe. New ideas run from the fascinating to the futuristic. Some will never make it market but they can contribute ideas to be used on other designs, enhancing overall progress. How does Europe do so much of this? Government funding often comes up in discussions with developers; this is extremely rare in the USA.
Attending more than 20 Aeros, I’ve found new ideas every time. Indeed, I usually run out of time before I can get to hear every story. Aero never fails to deliver.
Tecnam P92 Mk II — Speaking of progress never stopping, how about Italian juggernaut, Tecnam? Their large space included their sweeping flock of high wing and low wing sport planes, certified four seaters, military projects, their popular Twin multiengine four seater; the company even showed their 11-seat Traveller regional airliner.

Jetting straight from Sun ‘n Fun, we were able to arrive at Aero Friedrichshafen by noon on opening day. A quick swing around the most light-aircraft-filled halls (the “B” halls) brought some fresh surprises. Following are a few designs that caught my eye on an initial pass.

The profusion of light aircraft we don’t see in the USA — some of which will never reach the market — is one of the main reasons Aero Friedrichshafen is my favorite show in Europe. This mostly indoor fair (as Europeans call such shows) always has many ideas of interest.

Zlin Ultra with Rotax 915iS — Never one to rest Pascale Russo reintroduced his Ultra Shock from last Aero with the more powerful Rotax 915iS. Ultra Shock plays on the term “ultralight,” which means something different in Europe than in the USA (it is a reference to light aircraft quite similar to Light-Sport Aircraft). The use of the term implied a lighter, leaner version of the Shock Cub — renamed Outback Shock in the USA because “Cub” is owned by CubCrafters.

Potency is has been increased in the revised Ultra Shock by using the newest and most powerful engine from Rotax, the Austrian company’s 915iS. Delivering 135-140 horsepower, the lightened Ultra Shock has become nearly as awesome as the 180 horsepower Titan-powered Shock Cub/Outback Shock. The two likely perform very similarly because the Rotax powerplant is lighter than the Titan even before considering airframe lightening.

Seated inside the F2 from Flight Design. photo by Randee Laskewitz

Flight Design All-New F-Series — You may feel you have not have seen as much of Flight Design since their reorganization but they’ve assembled an impressive team to make a new family of models titled F2–F2e–F4. Briefly, F2 is a larger, significantly changed follow-on to their CT-series that has sold so well around the world. That series will continue along with entries like CT Super, the “entry-level” model. CTLSi will be in the middle with F2 representing the top-of-the-line

A new team of engineering, manufacturing, and flight personnel have dedicated themselves to this and other projects under the corporate umbrella of Lift Air. F2 has many changes, among them losing the stubby appearance (to some eyes) of the CT series. It also addresses the older population that buys new LSA, with doors that are at once wider, taller, and lower, easing entry even more; it was always a turn-around-and-sit proposition.

Another literally large change is cabin size. F2 has a voluminous area aft of the two seats; you can carry a lot of payload in this aircraft, weight and balance considered. However, in mentioning this cabin volume, I can segue to F4, the company’s planned four-seater project. This is not to replace the company’s earlier C4 four seater based on the CT series. The middle number F2e is a reference to an electric propulsion model to follow but reviewed at Aero 2019.

Belmont Aero DW200 — With its distinctive canopy slid forward as seen in the nearby photo, this design may not look obviously like its design heritage, but close that canopy and you can easily see the similarity to SportCruiser. That design, first brought to market by the former Czech Aircraft Works, founded by longtime entrepreneur Chip Erwin, has spawned other variations including the current company, Czech Sport Aircraft, that once labeled the model as PiperSport. Another is the very successful Bristell aircraft from BRM Aero although this entry has highly refined many aspects of the design because its creator, Milan Bristela, was associated with the airframe since the very beginning; he and I first met back in 2003 when he was employed at Czech Aircraft Works. As does Bristell, Belmont is available in a retractable version, which is permitted by European regulations.

Belmont is using a variety of equipment suppliers. Rotax is the preferred engine but the company also offers the UL Power 350is. The Latvian business, with production in the Czech Republic, offers a wide variety of propellers and other equipment for purchase consideration.

Beringer Everywhere — It seems anywhere you look you see Beringer’s signature orange finish to their beautiful hardware. That was true at Sun ‘n Fun last week and it is even more common this week at Aero Friedrichshafen. The French company is enjoying a strong acceptance for their high quality products.

While their wheels and brakes comprise the main thrust Beringer has made into aviation, they also produce a tailwheel option and now a unique shock absorber offering seen nearby fitted to a weight shift trike.

From their days in performance equipment for ground-based vehicles, Beringer moved strongly into aviation products and they have done so well — received warmly by many airframe producers — that a couple years ago, they left the auto business and are now focused entirely on aviation. They established a strong U.S. presence and have a base in Greenville, South Carolina (864-214-4274).

Jetting straight from Sun ‘n Fun, we were able to arrive at Aero Friedrichshafen by noon on opening day. A quick swing around the most light-aircraft-filled halls (the “B” halls) brought some fresh surprises. Following are a few designs that caught my eye on an initial pass.
The profusion of light aircraft we don’t see in the USA — some of which will never reach the market — is one of the main reasons Aero Friedrichshafen is my favorite show in Europe. This mostly indoor fair (as Europeans call such shows) always has many ideas of interest.
Zlin Ultra with Rotax 915iS — Never one to rest Pascale Russo reintroduced his Ultra Shock from last Aero with the more powerful Rotax 915iS. Ultra Shock plays on the term “ultralight,” which means something different in Europe than in the USA (it is a reference to light aircraft quite similar to Light-Sport Aircraft).

Sun ‘n Fun is over. While staff, tent vendors and more have plenty of work to do, customers and vendors have all vacated the area, scattering off across the USA as they return to base.

Some have a new airplane. Numerous vendors reported solid sales during the show. Pilots liked what they saw and a good economy is powering activity. I will follow up with a show summary soon.

Following I have three more short stories. However, watch for dozens of new videos from Light Sport and Ultralight Flyer on YouTube and I will have further reporting from material gathered at Sun ‘n Fun 2019.

MOAC — “Tweety” got mine and lots of well-deserved attention (photo), being the very first airplane American Legend produced, back in 2005. The original aircraft was on display at Sun ‘n Fun. Since the company has since registered 226 aircraft, Tweety launched quite a good run.

However, it was the Mother Of All Cubs that commandeered the focus of many show attendees visiting the American Legend exhibit. This variation on their theme has several wow factors.

A handsome young fellow sat in the airplane as I approached. He turned out to be Luke, son of American Legend boss, Darin Hart. I looked again to see he was seated in the third seat. A strut maintains structure in front of the third seat but it removes easily with quick pins. Luke scrambled out of the third seat easily. “It’s actually easier than entering the front seat of MOAC,” said Luke.

Those seats do more. They can fold forward and with some securing anchors, can haul a different payload. The seating ties in with a whole new “turtle deck” as Darin called it. Not your usual turtle deck, this six-foot-long opening runs from the trailing edge of the wing halfway to the tail. The turtle deck opens wide enough to allow an injured passenger to be loaded head first into MOAC.

For three persons or an air ambulance, MOAC has plenty of power to carry about 1,000 pounds of useful load thanks to the largest Titan X370 producing 195 horsepower. Darin said climb performance is so strong, he plans to enter three AOPA regional event STOL competitions and believes MOAC can do well. “It’s pretty easy to manage the takeoff to win,” Darin noted. “It’s landing really short that demands high pilot skills,”

Sopwith Camel — Robert Baslee is one impressive creator of old-time replica WWI aircraft. Every year for 30 consecutive years Robert has brought a new design to Sun ‘n Fun. For a movie studio shoot one of his replicas was designed, built, and delivered to the movie set just 30 days after the studio’s request. Think about that!

The movie people saw the precision of his replicas. These are vintage aircraft built as closely as possible to their original but using modern materials and techniques. Under the authentic looking exterior is a welded steel frame. Aerodrome supplies these elements for kit builders. Movie studios may stimulate a design, by Baslee’s creations have also enabled a following that loves the vintage look.

Of course, the guns in front of the pilot were not real …but they looked it. British military engineers invented a mechanical system to stop the guns from firing when a propeller blade was passing in front of the barrel.

See their whole flock in this brochure (pdf); some are Part 103 ultralight compliant. Keep up with Aerodromes constant innovation on their Facebook page.

Father of Ultralights — John Moody is a figurehead in the ultralight aircraft world. Going back into the early 1970s, he was one of the very first to popularize what would later become known as ultralights. Because of his vision and his success at showcasing what such aircraft could do, he acquired the label “The Father of Ultralights.”

At Sun ‘n Fun, as he has so often done, John flew an Easy Riser much like his original from 45 years ago. A mere 15 horsepower, shifting weight fore and aft to change pitch, no landing gear, no instrumentation needed.

John developed an airshow routine where, for example, an angry bill collector so badly wants to bring down John that he comes to the airfield with his shotgun. Bang! A shot is fired. Off drops one of John’s wheels! Bang, bang! Two more are gone and John’s plane no longer has any landing gear. How will he land, the crowd wonders? No problem, as he’d swoop down and smoothly touch down using only his legs. These days John uses his full-castoring undercarriage so he no longer needs to land on his feet.

Landing gear or legs, it is always inspiring to see John fly. He typically joins in when the powered paragliders fly at the end of the evening when winds calm.

Ah, Sun ‘n Fun …where else can you see things like MOAC, a Sopwith Camel and end the day watching the world’s light aircraft fly?

Sun ‘n Fun is over. While staff, tent vendors and more have plenty of work to do, customers and vendors have all vacated the area, scattering off across the USA as they return to base.
Some have a new airplane. Numerous vendors reported solid sales during the show. Pilots liked what they saw and a good economy is powering activity. I will follow up with a show summary soon.
Following I have three more short stories. However, watch for dozens of new videos from Light Sport and Ultralight Flyer on YouTube and I will have further reporting from material gathered at Sun ‘n Fun 2019.
MOAC — “Tweety” got mine and lots of well-deserved attention (photo), being the very first airplane American Legend produced, back in 2005. The original aircraft was on display at Sun ‘n Fun. Since the company has since registered 226 aircraft, Tweety launched quite a good run.

Sun ‘n Fun streaks on with Blue Angels and Stearmans cracking the air. Exhibits are active. People are shopping for the right airplane. Strong crowds were present at peak times. Opening day may have set a record. Generally vendors and customers seemed to be in good spirits. Recreational aviation looks healthy.

As I spoke with vendors, one comment I heard repeatedly — freely offered but never requested — was “The economy is good. People have money to spend.” This statement came up often enough to give it weight.

Those of you shopping at home can have a little fun with PlaneFinder 2.0. Clicking or tapping a few categories will help you zero in on the best choices for you. Then you can click to articles or videos about them.

Outbound — Rans has enjoyed quite a run with their newest, the S-21 Outbound. It is a handsome taildragger with performance to make STOL designs jealous.

The trouble is, for the last two generations of pilots, nearly all were instructed in a tricycle gear airplane. Most have also heard stories about ground loops causing damage and hurting pride. They stick to tricycle gear and given their training, that’s probably appropriate. For Sun ‘n Fun 2019, Rans brought Outbound in tricycle gear. Despite what many might have expected the configuration looks good.

The nose wheel doesn’t affect handling or performance; “it flies the same as the tail dragger,” said Randy Schlitter.

Outbound can be powered by a Rotax 912 with 100 horsepower or up to a Titan X340 with 180 horsepower. Randy said the climb with the bigger engine is impressive (850 to 1,500 fpm) but fuel usage rises noticeably (from 5.5 to 7 gph, and pilot real-life experience may result an even greater gap). Takeoff is also fast with the big engine: just over 300 feet to leave the runway and just under 400 to land …in skilled hands, of course. However, interestingly Rans quotes essentially the same launch and landing values for the Rotax 912.

With the tricycle gear, you can have robust but smaller tires or you can opt for the tricycle version of bush gear; doing so gives greater prop clearance for larger diameters. All outbounds can go both ways, taildragger or tri-gear. It takes about four hours to swap out the hardware but the airframe is built to accommodate either configuration.

Amphib Trikes — Michael Percy and his Airtime Aircraft enterprise deliver a most agreeably priced seaplane, a combination of Krueger floats and a trike carriage built by his organization.

Amphibious weight shift trikes are not common, but I have flown a few and they work reasonably well. In fact the way a trike leaves and arrives back on the water seems to jibe with the posture of a trike. If you watch a wheeled trike meet runway, you will observe that the main gear always touch first; the carriage is suspended under the wing in that way to facilitate rotation for lift off.

Airtime has the trike carriage attached optimally to the floats to complement this quality of trikes and the results are good. I watched as Michael cycled the gear up and down (look for a mini video as soon as I find time). It’s a remarkably fast moving system and appears very simple. This system is used in two configurations on both the company’s aircraft.

Airtime Aircraft offers two trike models. One is the Cygnet that became a Special LSA ten years ago. It has seen refinements but is essentially the same aircraft, probably because it works well. Explorer 103 is a legitimate Part 103 aircraft using the added weight FAA permits under guidance. To look at them, though, the two models appear much the same aircraft except for the extra seat and added structure to accommodate the 912 engine on Cygnet.

Electric PPG — One of the rigs I was most impressed with was an electric powered paraglider (PPG). The one I examined was for foot launch but I was told it would work well on a lightweight wheeled as are common in PPGs.

I learned of this from Planet PPG owner, Paul Czarnecki, also a popular voice in Paradise City this year along with Stephanie Bensinger. These two did great work announcing activities in the area.

The electric PPG was a creation of John Magdic in conjunction with Open PPG. This is a modern-style open-source project (think: Linux operating system) where you can purchase components to make your own electric PPG. How successful could this be? According to information provided to Sun ‘n Fun judges, Magdic’s four motor system can produce 165 pounds of thrust, comparable to the most powerful gasoline PPG units and substantially more than the average PPG.

Magdic’s Open PPG propulsion system has 30 pounds of batteries that can provide 30 minutes of power. If you want more you could double the four to eight batteries and get an hour’s flying time but your rig will then be of similar weight to a gas-powered PPG. For many, 30 minutes of flying time may be sufficient.

Cost, according to Czarnecki, is about $5,000 for the electric power frame, $3,000 for a wing, and if you want it, a wheeled carriage is about $1,500 making a full price for a complete aircraft less than $10,000. That’s affordable flying!

Here is our video on Rans Outbound in taildragger configuration but note this is the same airplane seen at Sun ‘n Fun 2019 in tricycle gear.

Sun ‘n Fun streaks on with Blue Angels and Stearmans cracking the air. Exhibits are active. People are shopping for the right airplane. Strong crowds were present at peak times. Opening day may have set a record. Generally vendors and customers seemed to be in good spirits. Recreational aviation looks healthy.
As I spoke with vendors, one comment I heard repeatedly — freely offered but never requested — was “The economy is good. People have money to spend.” This statement came up often enough to give it weight.
Those of you shopping at home can have a little fun with PlaneFinder 2.0. Clicking or tapping a few categories will help you zero in on the best choices for you. Then you can click to articles or videos about them.
Outbound — Rans has enjoyed quite a run with their newest, the S-21 Outbound. It is a handsome taildragger with performance to make STOL designs jealous.

You wanna go fast? Of course you do. What pilot doesn’t want to go fast?

Lightning Fast

Now, ultralight pilots (me, for instance) will go on enthusiastically about the beauty of flying slowly, of drifting leisurely over the landscape at a “human speed” that allows enough time to enjoy the expanse of an aerial view of your surroundings. Open cockpit flying adds to the joy facilitated by low airspeeds.

Yet the allure of going fast is great, zipping over the countryside. I get that and when contemplating a cross country trip of any real distance, fast cannot be too fast. In addition to a higher TAS, we all yearn for a tailwind that will raise our speed by another 20 mph.

Arion Aircraft boss Nick Otterback also feels that desire to fly fast. Along with his since-retired but longtime business partner Pete Krotje, Nick created the dashing, sleek and smooth Lightning, first offered as a kit and a compliant Light-Sport Aircraft.

Lightning has enjoyed and continues to execute a good run but like many designers, Nick felt the design could handle more speed. He set out to bump the numbers by installing a Titan X340 with 180 horsepower. This triggered other changes such as a new cowl to accommodate the powerplant.

“Our Lightning XS kit has a redesigned forward fuselage structure that gives the builder the option to choose engines up to 180 horsepower,” said Nick. “Taller landing gear for bigger props, bigger brakes, and 20 gallon fuel tanks are among some of the features of this new kit.”

How fast does Lightning XS go? Testing is not complete yet; it recently took to the air. However, Arion is calculating 165 knots (190 mph) TAS at 8,500 feet density altitude at full gross. Climb is a stunning 2,000 fpm.

Of course Lightning XS is not a Light-Sport Aircraft and will require a Private or better certificate plus a medical.

Stronger Climb–Efficient Cruise–Greater Safety

Rotax, Searey builder Progressive Aerodyne, and RS Technology continue work to acquire knowledge and data about what’s called Single Lever Control (SLC). They’ve been at it a couple years or more and RS Tech is pleased with initial results.

The beauty of the system, in my mind, is that it is so simple. A literal single lever makes the pilot workload no more difficult than a conventional throttle on a fixed pitch prop yet it can deliver increased performance to shorten takeoff runs without sacrificing cruise at altitude. This is a win-win safety argument that FAA recognizes. In our discussions with top executives with the agency they proved surprisingly and pleasantly receptive to considering SLC as they rework the SP/LSA regulation. That’s not a guarantee but the odds seem promising. Nonetheless, that regulation is still years away — how many years is an unanswerable question at this point but the wheels of progress are in motion (see an earlier article on this subject).

In talking about regulation change, lots of folks are still asking about a speculated weight increase. Yes, one is definitely coming but not to a specific number. A formula will develop gross weight, and no, the final version of that formula is not yet established.

Lightning Bug 2 Encore Appearance

In the LSA–Sport Pilot kit aircraft–ultralight space, we had a rising star, an emerging talent, and one of the nicest people I’ve met. His name was Brian Austein. Sadly, this bright young man succumbed to cancer and died since last Sun ‘n Fun …a terrible loss. However, his unique legacy lives on in Paradise City in 2019.

Given his prodigious design ability and inventiveness I found it fun to see some of Brian’s other ideas (photo) that he worked on until he died. He bubbled over with ideas as I interviewed him and he wrote from the hospital of another new project in this same ultra-affordable aircraft space. R.I.P. Brian…

You wanna go fast? Of course you do. What pilot doesn’t want to go fast?
Lightning Fast
Now, ultralight pilots (me, for instance) will go on enthusiastically about the beauty of flying slowly, of drifting leisurely over the landscape at a “human speed” that allows enough time to enjoy the expanse of an aerial view of your surroundings. Open cockpit flying adds to the joy facilitated by low airspeeds.
Yet the allure of going fast is great, zipping over the countryside. I get that and when contemplating a cross country trip of any real distance, fast cannot be too fast. In addition to a higher TAS, we all yearn for a tailwind that will raise our speed by another 20 mph.
Arion Aircraft boss Nick Otterback also feels that desire to fly fast. Along with his since-retired but longtime business partner Pete Krotje, Nick created the dashing, sleek and smooth Lightning, first offered as a kit and a compliant Light-Sport Aircraft.

Seaplane flying is a specialty within aviation but it is one that has steady appeal and develops passionate aviators. I prefer to modify that “gear-up landing” line to… “There are pilots who love seaplane flying and there are those will love it.” Be forewarned: Once you touch your seaplane* or floatplane* to the water, it may forever change you. If you think I’m being too dramatic, you probably haven’t flown off the water.

Great, so it’s magical to see the countryside from a few hundred feet up. Even better, enjoy flying low across the clear, blue, warm waters of the Bahamas. Examine the shoreline of a big lake in a way you’d never do in a landplane. Compared to airports, seaplane pilots have many times more lakes or rivers able to handle a landing. All are fair game in an emergency and many U.S. waterways will permit normal water operations.

ICP Savannah on floats

Are you convinced yet? Water flying does require earning a Seaplane rating for Private or better pilots flying a certified floatplane or seaplane. However, for Sport Pilots or those using higher level certificates to exercise the privileges of Sport Pilot, only training plus a logbook endorsement is needed.

Purchase cost of a seaplane can be, well… breathtaking. If you or someone you know has ever priced a general aviation aircraft on floats, you’re aware they can be quite expensive. Flying from water demands a more robust airframe and amphibians add weight and complexity.

Finding a qualified flight school and instructors with seaplane trainers and insurance for commercial training operations is another challenge although organizations like the dedicated Seaplane Pilots Association (SPA) can help overcome some of the preceding obstacles.

Just Aircraft Highlander on floats

All these facts conspire to make seaplane flying less common than it ought to be. Light-Sport Aircraft and Sport Pilot kits to the rescue.

While still more costly than landline equivalents, LSA seaplanes carry price tags that are a fraction of certified aircraft on floats and they likely outperform their counterparts in general aviation. Even SPA — the water flying organization that has been more focused on certified floatplanes — is now flying a loaned Searey for a year or so to learn more about this segment of their community (photo).

The floats were designed and built by an Italian organization (Scuola Italiano Volo) with many years of experience providing seaplane-only flight instruction. “He (the designer) is very knowledgeable,” said Walter. “These are very good floats with lots of experience.”

Progressive Aerodyne’s Searey on loan to the Seaplane Pilots Association

Just Aircraft showed a Highlander on aluminum floats built by the owner from a Zenair float kit. Just has become known for their SuperSTOL model with the jaw-dropping performance. Highlander is the company’s original LSA success story (#33 on our SLSA List) that, when significantly modified for special use, became SuperSTOL.

Besides these two entries the LSA industry offers several more choices of float-equipped land planes plus other boat-hulled seaplanes such as Progressive Aerodyne’s Searey, Aero Adventure’s Aventura, Seamax Aircraft’s SeaMax, Vickers Aircraft’s coming Wave, and others.

In the days ahead I’ll also provide some coverage for a very affordable amphibious weight shift trike, Airtime Aircraft’s Cygnet, built right here in Florida.

While waterborne aircraft carry a higher price tags than land-only airplanes, seaplane flying has never been more affordable.

* My definition of these terms is that a “seaplane” has a boat hull where a “floatplane” is straight or amphibious floats added to a landline. The terms are not used as official designations.

Seaplane flying is a specialty within aviation but it is one that has steady appeal and develops passionate aviators. I prefer to modify that “gear-up landing” line to… “There are pilots who love seaplane flying and there are those will love it.” Be forewarned: Once you touch your seaplane* or floatplane* to the water, it may forever change you. If you think I’m being too dramatic, you probably haven’t flown off the water.
Great, so it’s magical to see the countryside from a few hundred feet up. Even better, enjoy flying low across the clear, blue, warm waters of the Bahamas. Examine the shoreline of a big lake in a way you’d never do in a landplane. Compared to airports, seaplane pilots have many times more lakes or rivers able to handle a landing. All are fair game in an emergency and many U.S. waterways will permit normal water operations.
Are you convinced yet?

Videoman Dave and I never left Paradise City’s exhibits in our first day of video interviews. Yet we found several airplanes worth reviewing that fit comfortably into the affordable aviation space this website reports.

Hawk Ultra — Despite some speculative rumors, all is well with the dual CGS Hawk project involving two-seat Hawk specialist and primary components fabricator Terry Short paired with the father and son team of Bob and LB Santom handling the single place Hawk 103, Hawk Ultra and Hawk Plus.

Hawks developed a strong following in the U.S. and several countries with more than 2,000 flying. As the design emerged in 1983, it was only single place. Once Part 103 aircraft were growing and need for a two-seat trainer became apparent, the Hawk Arrow series debuted in several variations. With one or two seats, Hawks won a place in the hearts of many aviators and that continues unabated to this day.

In our interview with Bob, he related that the example pictured nearby flew into Paradise City’s grass strip and they are ready to launch into production of the modestly-priced aircraft.

RevX — Evolution Trikes has now broadened their line to four trike models: Revo, the top-of-the-line deluxe cruiser; Rev, a Part 103 entry that folds up compactly and securely for trailer transport; Revolt, the tough two-seater to bridge the expanse between Revo and Rev; and now, the newest, RevX, a powerful single seater.

Even with most desirable features delivered as part of the base package, RevX is a relative bargain at around $33,000. Multiple positive qualities suggest RevX could be a big seller but perhaps the real value is how well it performs.

A Rotax 582 with 65 horsepower gives RevX a very short launch roll and steep climbs but it may be the smaller 28-foot-span, 12 square meter wing with its higher wing loading that leaves Evolution factory pilots grinning from ear to ear after a flight.

Given its weight with the beefy Rotax, RevX must be delivered as Experimenter Amateur Built but Evolution offers a Builder Assist operation to help do the job quicker and better.

Trifly — As is the case for other producers of Part 103 aircraft, Kolb Aircraft boss Bryan Melborn reported strong business with Firefly, the long established airplane manufacturer’s leading model. Like nearly all Kolb Aircraft, Firefly is a taildragger …although the company’s models represent some of the easiest-to-handle taildraggers you’ll find in all of aviation.

Cool as taildraggers may be, the fact remains that most pilots trained in the last couple generations have overwhelmingly learned to fly in tricycle gear aircraft. Most have zero experience with taildraggers but they’ve heard stories about ground looping and other challenges of handling taildragger designs. To address potential customers telling him they were unsure about their success with a taildragger, Bryan engineered a tricycle-gear version of Firefly. He inventively calls it Trifly.

In truth Trifly also comes with a tailwheel; Bryan reports you can definitely perform a three-point landing (main gear touching down in concert with the tailwheel) in Firefly. Or, if you prefer, land Trifly like any Cessna; that works well, too. Kolb’s Trifly can be delivered as a kit or ready-to-fly direct from the manufacturer.

CX5 — From dedicated designer David Thatcher comes an established and familiar design, the Thatcher CX models 4 and 5. Displayed at Sun ‘n Fun was the tandem seating CX5.

Using Revmaster’s 85-horsepower VW-derived-but-further-developed four stroke engine, Thatcher CX5 can get in the air for a sum in the $30,000 range. Able to hold two large Americans and fly better than 100 mph very economically, this proven design has attracted enthusiastic supporters.

Carefully designed to be an easy build, CX5 rewards the builder with an elegant wing featuring a tapered, upward-angled outer wing with dual taper trailing edge and inboard tapering ailerons.

Lastly, while we did not interview U-Fly-It boss Dennis Carley, a conversation with him brought the news that his DeLand, Florida company continues to run at full capacity building bargain-priced Aerolite 103s. Contrary to so-called conventional wisdom, the highly affordable world of Part 103 ultralight aircraft appears to be thriving. Budget conscious pilots, rejoice!

Home page sunset photo beyond the LSA Mall photo taken by Randee Laskewitz.

Videoman Dave and I never left Paradise City’s exhibits in our first day of video interviews. Yet we found several airplanes worth reviewing that fit comfortably into the affordable aviation space this website reports.
Hawk Ultra — Despite some speculative rumors, all is well with the dual CGS Hawk project involving two-seat Hawk specialist and primary components fabricator Terry Short paired with the father and son team of Bob and LB Santom handling the single place Hawk 103, Hawk Ultra and Hawk Plus.
Hawks developed a strong following in the U.S. and several countries with more than 2,000 flying. As the design emerged in 1983, it was only single place. Once Part 103 aircraft were growing and need for a two-seat trainer became apparent, the Hawk Arrow series debuted in several variations. With one or two seats, Hawks won a place in the hearts of many aviators and that continues unabated to this day.

What’s new at Sun ‘n Fun 2019? Again, as I’ve observed for previous airshows, it appears impossible for all exhibitors to be ready by gates-open tomorrow, Tuesday April 2nd, 2019.

As usual, it will somehow, magically come together and most attendees will be none the wiser. Early arrivers know the truth of which I speak.

I have knowledge ahead of the fact and I promised not to leak the announcements. Sun ‘n Fun visitors can check out these new machines for themselves. I am aware of two new aircraft and they could hardly be more different.

Revo, Rev, Revolt, and _____?

In this paparazzi glimpse, you can kinda, sorta tell this is an Evolution trike, but what the heck is it?!

One is a new weight shift trike from the most deluxe maker of such rigs, Evolution Trikes. This Tampa Bay-area, Florida company based at Zephyr Hills airport has been a fountain of development since its start. How long has that been? Ten years as it turns out, and to celebrate, they’re bringing their latest.

Way back when, I wrote this full-length pilot report about Larry Mednick‘s first offering at Sun ‘n Fun 2011, only a couple years after their original model was conceived. In my article I was exceptionally pleased with the trike’s development. I wasn’t the only one. Judges awarded Revo the Grand Champion Light Sport Aircraft at the 2011 Sun ‘n Fun airshow.

Since that colorful splash, the company has introduced their Rev (single place Part 103-capable), Revolt (two place ruggedized model) and now coming is RevX. The lone, fuzzy, distorted image that appears to have been captured by a plane paparazzi may give Evolution fans the smallest of hints (and others almost nothing) so you’ll have to come to Sun ‘n Fun to see for yourself. Of course, I’ll report more fully here.

Now Streaming Your Way

The other fresh entry at Sun ‘n Fun 2019 is one almost no Americans have seen and not to many Europeans. I saw it at Aero as did a few other Yanks, but to 99% of interested aviators, here’s one out of the blue sky yonder.

Welcome to Stream, a carbon fiber, low wing, tandem seating, retractable gear lightplane. Stream is clearly part of the TL family but is completely different than the preceding two models — that Americans already know.

Sting has been their lead example through four iterations of the sleek low wing design: Sting-S2-S3-S4. Years ago Sting was offered with retractable gear but then came Light-Sport Aircraft rules so fixed gear became the norm. Later came the similarly built but high wing, yoke-controlled Sirius. Now, Stream…

TL Ultralight has been active in the LSA world for many years and was first represented by SportairUSA. At Sun ‘n Fun 2019 three very different models of Czech Republic manufacturer, TL Ultralight are on display near (and in) the LSA Mall. A big difference: the large TL display was mounted by newer representative, TL Aircraft USA, run by Michal Margolien.

The U.S. based company, with roots in the origin country of Czech Republic, is displaying a Sting, a turbo Sting, the company’s high wing Sirius, and Stream. The example was built as it must be for the American market as an Experimental Amateur Built model. A husband and wife team just return from a month in Czech Republic where they fulfilled all requirements for FAA approval. It is their airplane on display.

Starting Tomorrow (TU-4/2/19)

Come see the new Evolution, the new Stream and who knows what else at Sun ‘n Fun 2019!

You can visit a whole flock of Light-Sport Aircraft, Sport Pilot kits, and the engines that power them in the LAMA LSA Mall. Catch the free Rotax XPress and see for yourself.

What’s new at Sun ‘n Fun 2019? Again, as I’ve observed for previous airshows, it appears impossible for all exhibitors to be ready by gates-open tomorrow, Tuesday April 2nd, 2019.
As usual, it will somehow, magically come together and most attendees will be none the wiser. Early arrivers know the truth of which I speak.
I have knowledge ahead of the fact and I promised not to leak the announcements. Sun ‘n Fun visitors can check out these new machines for themselves. I am aware of two new aircraft and they could hardly be more different.
Revo, Rev, Revolt, and _____?
One is a new weight shift trike from the most deluxe maker of such rigs, Evolution Trikes. This Tampa Bay-area, Florida company based at Zephyr Hills airport has been a fountain of development since its start. How long has that been? Ten years as it turns out, and to celebrate, they’re bringing their latest.

Learn more in my flight evaluation video below, but at Sun ‘n Fun 2019 starting in just a few days, SeaMax will be present with their staff to address more inquiries.

Perhaps even more important, SeaMax Aircraft will have a airplane in the LSA Mall that will give demonstration flights to interested buyers. The flying will be done by Russ Miley with whom I flew for the Video Pilot Report (see below). I found him a wonderful instructor — I had asked him to treat me as a student. He was calm, knowledgeable, and clearly at one with SeaMax. If you are looking at a LSA seaplane and if you are headed to Sun ‘n Fun, don’t pass up this opportunity.

In my experience — about five hours total flying time in SeaMax — I came to regard the airplane as a high performer in the LSA seaplane space. This comes partly as the airplane is light, lighter in fact, than many land-only LSA even though it has a boat hull and retractable gear. Depending on your experience, you may take a bit longer to acclimate to SeaMax but you will be handsomely rewarded by the flight qualities and performance. Russ can guide you comfortably through the introduction.

What’s New for SeaMax?

SeaMax is now offering the fuel-injected Rotax 912iS as an engine option. The first such was sent to Norway — where SeaMax has long had a solid base of enthusiasts — and the company reports customers from the USA are ordering this version. The first SeaMax with the 912iS arrives in America this coming May. Get more 912iS info.

The Brazilian company, with operations in Daytona Beach, Florida, launched a refreshed website recently. Web surfers can find prices for all versions on the site, download a brochure, and find a redesigned support area with all technical publications to download plus a troubleshooting area.

For its 2019 lineup, SeaMax engineers have redesigned the cockpit. The company is offering three standard panels at different price points (see all of them):

Performance — All analog; keeping the plane light-weight

Exclusive — Combining the Garmin G3X 10.6-inch Touchscreen and analog instruments, making a hybrid panel, bringing versatility and great for training

Exclusive Dual — Two Garmin G3X 10.6-inch touchscreens plus a G5

While factory-approved CFI, Russ Miley will be offering intro flights at Sun ‘n Fun this is most likely to occur if you have signed up at this link. Many slots are already filled by a good number remain. If this of interest, you should act soon. Otherwise, the company can do its best but only so many slots exist during each day.

For those who cannot attend Sun ‘n Fun 2019, the company has a permanent aircraft in south Florida where it can offer introductory flights to customers.

Beyond intro flights, SeaMax is now offering a transition training program for interested customers. When a customer purchases a new SeaMax at Sun ‘n Fun 2019, the customer will get a 10-hour training program for free. That’s a good deal and the full training will help you gain familiarity with SeaMax.

In production since 2001, SeaMax M-22 has delivered over 150 units that are flying in more than 20 countries. The company is presently taking orders for delivery in the third quarter of 2019.

Most Americans know the childhood story about the “Little Engine that Could,” a tale of determination, working against long odds and succeeding despite them. I think that relates to SeaMax.
Visually, SeaMax looks small, low, and compact compared to some LSA seaplanes. Taking nothing away from the others, SeaMax appears ready to fill a need for something sportier, speedier. Despite its small size, SeaMax delivers comfort and capability.
Learn more in my flight evaluation video below, but at Sun ‘n Fun 2019 starting in just a few days, SeaMax will be present with their staff to address more inquiries.
Perhaps even more important, SeaMax Aircraft will have a airplane in the LSA Mall that will give demonstration flights to interested buyers. The flying will be done by Russ Miley with whom I flew for the Video Pilot Report (see below). I found him a wonderful instructor — I had asked him to treat me as a student.

This Just In!

Follow the Sling TSi LIVE tomorrow, Sunday March 31st, 2019, as the new model flies this route: KTOA – KLAL (Coast to Coast) • Torrance, California to Lakeland, Florida, a distance of 1,900 nautical miles

Why would the boys from The Airplane Factory USA make such a long flight non-stop? Their purpose is “to demonstrate the altitude, true airspeed, and endurance/economy of the Sling TSi.” They call out a normal cruise will be at 155 KTAS at 9,500 feet burning eight gallons an hour using the Rotax 915iS. The turbocharged FADEC engine will allow the airplane to climb as high as 20,000 feet.

Sling TSi has standard tanks of 45 gallons capacity or optional long-range wing tip tanks that add an additional 22 gallons plus an internal portable tanks of 20 gallons for a grand total of 87 gallons on board.

Visit The Airplane Factory USA at Sun ‘n Fun and see Sling TSi — you can also arrange a demo flight — at their Sun ‘n Fun exhibit spaces N-082 and N-089.

This Just In!
Follow the Sling TSi LIVE tomorrow, Sunday March 31st, 2019, as the new model flies this route: KTOA – KLAL (Coast to Coast) • Torrance, California to Lakeland, Florida, a distance of 1,900 nautical miles
Intended Departure: Sunday at 4 AM Pacific • Landing Florida before 7 PM Eastern in a flight forecast to take “under 12 hours” at a predicted speed of 160 knots (184 mph), at altitude.
You can track the flight on FlightRadar24.
Why would the boys from The Airplane Factory USA make such a long flight non-stop? Their purpose is “to demonstrate the altitude, true airspeed, and endurance/economy of the Sling TSi.” They call out a normal cruise will be at 155 KTAS at 9,500 feet burning eight gallons an hour using the Rotax 915iS. The turbocharged FADEC engine will allow the airplane to climb as high as 20,000 feet.

Let me admit right up front: I am a big fan of AirCam. I have flown several different examples. I have done a flight report in one with boss Phil Lockwood. I even earned my Multi-Engine Rating in one. For a longtime open-cockpit ultralight pilot like me, AirCam may be the ultimate expression of a fun aircraft in which you can do things you shouldn’t even consider in most other airplanes.

So, when Phil told me about Lockwood Aircraft‘s new Gen-3 (third generation) AirCam, I was more than a little interested. Here’s the skinny.

“Beginning with the opening day of Sun ‘n Fun 2019 we will be debuting major upgrades to the AirCam airframe and powerplant packages,” Phil noted. All AirCam kits incorporating the new changes will be designated as “Gen-3” models.

Three-In-a-Row Seater

New Gen-3 model airframes will have the option of incorporating a third seat located behind the second seat and a 220-pound gross weight increase from the current 1,680-pound max gross weight to 1,900 pounds. “The new jump seat will be quickly removable to convert between cargo and and third passenger,” added Phil.

The third seat can be installed in either an open-cockpit AirCam or one with the full enclosure canopy. The canopy — developed some years after AirCam first emerged — was designed from the start to accommodate the third seat.

“Numerous improvements have been incorporated in the new Gen-3 model airframes to accommodate the optional gross weight increase and jump seat,” said Lockwood. “The landing gear has been strengthened to accommodate greater landing and take off weights. Landing gear modifications include new stronger gear legs, a beefed-up fuselage gearbox and upgraded Beringer wheels and brakes.”

Phil Lockwood also reported AirCam’s aft section of the fuselage and tail spring have also been strengthened to accommodate the higher loads. The new fuselage incorporates a new set of foot wells to improve comfort and safety when utilizing the jump seat.These new foot wells also increase the volume of the cargo bay when not using the third seat. “You’ll also find harness attachment hard points that are built into the new fuselage for the third seat passenger,” Lockwood said.

The Sebring, Florida company noted that some float-equipped AirCams have already been operating at higher gross weights, up to 2,000 pounds, based on the capacity of the amphibious landing gear and increased lift provided by the floats at high angles of attack. The Gen-3 model airframe benefits are designed to allow for increased gross weights for land planes only.

Higher Power — More Is Good

Airplanes are somewhat like sound equipment. If you get a more powerful amplifier you may need new speakers and that may require other better equipment. On an airplane if you increase capability, you may need more power, which means better engine mounts and so forth.

Being Rotax experts known across the country, Lockwood’s enterprise was ready to step up the potency of their twin engines.

They’ve long offered the more powerful turbocharged Rotax 914. Most AirCams, however, work wonderfully well with a pair of the 100-horsepower Rotax 912ULS or 912iS engines. Even more could be better, you might agree.

To provide the additional single engine performance needed for the higher gross weights of AirCam Gen 3 Lockwood Aircraft is offering a new, upgraded 115-horsepower Rotax 912 power package using a “big-bore kit” involving new cylinders and heavier pistons. “Customers opting for the standard 100-horsepower 912 engines will be limited to the original 1,680-pound maximum gross weight,” Lockwood clarified.

“The additional 15 horsepower per engine is achieved though an increase in displacement with no increase in weight.” Customers may purchase or retrofit either a carbureted 912 ULS or fuel injected 912iS engine package to provide 115-horsepower upgrades for either engine model. Buyers or owners can opt to install the 115-horsepower package at a later date.

What may be exciting for current owners of a 912ULS or iS on another airplane is that this engine upgrade is something you can achieve retroactively. The cost is about $6,000, Phil indicated, but for that money you get a substantial performance boost. If interested, contact Lockwood Supply to see if they can help you in your aircraft. Wait a couple weeks, though. As this is written, Sun ‘n Fun 2019 is about to start and it will be most hands on deck at the event leaving a smaller staff at home in Sebring. Give them time to return and check out the new, powerful, non-turbo 912 with 115-horsepower.

Get more details, some AirCam development history, and more in the following video:

Let me admit right up front: I am a big fan of AirCam. I have flown several different examples. I have done a flight report in one with boss Phil Lockwood. I even earned my Multi-Engine Rating in one. For a longtime open-cockpit ultralight pilot like me, AirCam may be the ultimate expression of a fun aircraft in which you can do things you shouldn’t even consider in most other airplanes.
So, when Phil told me about Lockwood Aircraft‘s new Gen-3 (third generation) AirCam, I was more than a little interested. Here’s the skinny.
“Beginning with the opening day of Sun ‘n Fun 2019 we will be debuting major upgrades to the AirCam airframe and powerplant packages,” Phil noted. All AirCam kits incorporating the new changes will be designated as “Gen-3” models.
Three-In-a-Row Seater
New Gen-3 model airframes will have the option of incorporating a third seat located behind the second seat and a 220-pound gross weight increase from the current 1,680-pound max gross weight to 1,900 pounds.

A few years ago, I visited Continental Motors in Mobile Alabama on the Gulf coast of the southern U.S. state.

Here’s what I wrote about that tour. The factory was a World War II-vintage facility. I saw many new CNC machines and they were humming with activity. I also saw acres of the earlier generation of engine-manufacturing equipment. Nearly all of this hardware was idle even as it occupied large amounts of space. Times have changed. Continental changed, too, but the old tooling still rested in position

Now, that is changing. Last year the company announced their new “green field” construction project, one of the largest in the state. It was clear that …well, let’s hear how the company describes it.

“This Is a New Dawn”

“We’re proud to introduce you to the new name and brand identity of a company that has been a major leader in the world of aviation for over 110 years.” said Continental.

“With this new dawn comes a new name and brand identity for a major leader in the world of aviation. Introducing Continental Aerospace Technologies,” stated their press release.

However, they’re busy doing much more than rebadging the company with a new, modern look. Their video below helps tell a fuller story.

The new company name and graphic “clarifies Continental Aerospace’s industry sector and the refreshed logo amplifies the theme by evoking flight, motion, and looking to the future.”

“Join us as we write the next chapter of a story that already spans over a century,” continued Continental, “where our reputation for exceptional service and engine solutions is combined with new ambitions, new innovations and new foundations upon which Continental Aerospace Technologies™ can establish a new era in general aviation.”

Continental has a strong relationship with the city and region around Mobile, as noted in this article.

Parts are an essential part of the overall business, one that is of high importance to the many owners of their powerplants.

Officials report the Alabama company is evolving rapidly, adding more products to their portfolio incuding gasoline and Jet-A fuel engines. “While we continue to innovate and bring new technologies to the market, we are also working to enhance our service, support and manufacturing,” said Christopher Kuehn, vice president of sales, marketing, and customer support.

Continental has a strong relationship with the city and region around Mobile, as noted in this article.

Continental has been a leader in general aviation throughout its 115-year history. It began with radial engines in 1905. Over the ensuing years, Continental’s “firsts” include bringing fuel injection, turbocharging, FADEC, and Jet-A piston engines into the general aviation market.

The company’s video, featuring President and CEO Rhett Ross and many employees reveals the global nature and footprint of this stalwart of aviation. In it, you see their brand-new factory under construction.

A few years ago, I visited Continental Motors in Mobile Alabama on the Gulf coast of the southern U.S. state.
Here’s what I wrote about that tour. The factory was a World War II-vintage facility. I saw many new CNC machines and they were humming with activity. I also saw acres of the earlier generation of engine-manufacturing equipment. Nearly all of this hardware was idle even as it occupied large amounts of space. Times have changed. Continental changed, too, but the old tooling still rested in position
Now, that is changing. Last year the company announced their new “green field” construction project, one of the largest in the state. It was clear that …well, let’s hear how the company describes it.
“This Is a New Dawn”
“We’re proud to introduce you to the new name and brand identity of a company that has been a major leader in the world of aviation for over 110 years.” said Continental.

This year celebrates 15 years of Light-Sport Aircraft and its companion pilot certificate, Sport Pilot. This year also celebrates the 12th year of LAMA providing the LSA Mall. What a fascinating ride it has been!

For 2019, LAMA will again host its special location at the big spring celebration of flight that is Sun ‘n Fun. LAMA is able to mount this attraction thanks to longstanding support from Sun ‘n Fun management and many industry players.

The purpose of the LSA Mall is twofold: (1) present aircraft to visitors in a convenient, enjoyable setting, and (2) showcase the light aircraft industry in one location. The LSA Mall is not limited to Special Light-Sport Aircraft but features Sport Pilot-eligible kit aircraft and ultralights plus specialty light aircraft that may be of interest to pilots.

For 2019, the LSA Mall will add a few previously-owned LSA, as this part of the light aircraft market is developing. I’ve written about used LSA as a way to offer highly airworthy but more affordable aircraft. Not only does this benefit buyers with different budgets but it supports new aircraft sales because pilots seeking something brand new often have a used aircraft they need to sell before they can complete the new purchase.

For years, airshow organizers have been impressed that sellers of LSA and Sport Pilot kits have been willing to display in close formation with one another. I find it a tribute to this aviation sector that they realize each aircraft has appeal to certain pilot buyers and it may not always be their aircraft. Conversely, someone looking at their competitor may also examine what they have and a kind of cross pollination can occur. Good for all!

For Sun ‘n Fun 2019, we are expecting the following aircraft, a dozen strong…

LSA and Sport Pilot Kits

US Sport Planes — will feature not one, but two of their speedy high wing composite models powered by Jabiru

Aeromarine LSA — entries including Merlin and Zigolo; both will be available with electrical propulsion

In addition to dozen Light-Sport Aircraft and Sport Pilot kits all parked wingtip-to-wingtip, LAMA will also again host a display of engines used on Light-Sport Aircraft and Sport Pilot kits.

Pilots have a understandable fascination with engines and the display in the LAMA tent at the LSA Mall in Paradise City is the one-and-only place where you can see them all in close proximity to one another.

Light Aircraft Engines

Rotax — maker of the new 915iS plus many other 9-series models widely used in LSA and Sport Pilot kits

Continental Motors — the builder of the 180-horsepower Titan engines that have taken LSA and SP kit by storm

Jabiru — maker of thousands of engines used around the world; see one of their several popular models.

Viking Aircraft Engines — based on Honda‘s advanced components, Viking has a range of engines available at excellent prices

Need a Free Ride?

If you visit the core area of Sun ‘n Fun, you know it is a fair walk to Paradise City. Yet it is a great draw as many see that Sun ‘n Fun’s “alternate airport” in Paradise City represents something of an airshow-within-an airshow.

As with AirVenture, Sun ‘n Fun is a sprawling affair and it takes a while to hoof it from one location to another. Thanks to Rotax Aircraft Engines, LAMA is again pleased to offer a free ride on one of two 6-seater golf carts.

Operated by volunteers from Paradise City, you can catch a ride from the foot court area of Sun ‘n Fun’s main area to the Rotax exhibit at the main entry gate for the show and from that point to the LSA Mall. These golf cart shuttles run back and forth all day at no cost to rider.

Look for the golf carts with the Rotax logo prominently displayed and stick your thumb out for a ride.

I hope you are coming to Sun ‘n Fun 2019. If you cannot, check back here for news as I find it.

This year celebrates 15 years of Light-Sport Aircraft and its companion pilot certificate, Sport Pilot. This year also celebrates the 12th year of LAMA providing the LSA Mall. What a fascinating ride it has been!
For 2019, LAMA will again host its special location at the big spring celebration of flight that is Sun ‘n Fun. LAMA is able to mount this attraction thanks to longstanding support from Sun ‘n Fun management and many industry players.
The purpose of the LSA Mall is twofold: (1) present aircraft to visitors in a convenient, enjoyable setting, and (2) showcase the light aircraft industry in one location. The LSA Mall is not limited to Special Light-Sport Aircraft but features Sport Pilot-eligible kit aircraft and ultralights plus specialty light aircraft that may be of interest to pilots.
For 2019, the LSA Mall will add a few previously-owned LSA, as this part of the light aircraft market is developing.